Train-control and cab signal system



A ril 22, 1930. M. H. LOUGHRIDGE ET AL 1,755,447

TRAIN CONTROL AND CAB SIGNAL SYSTEM Filed Nov. 22, 1921 EIGHT SIDE .ate nted PP- 9 3 mr'rnnwn. Loirenen, on-Boeorii, NEW

rizs @r annsnv, nn JOHN S. nonmimv, or

I NEW YORK, N. 31.; MARGARET HOLLIDAY, ADMINISTRATRIEX OF SAID JOHN S.

sun, Assienoa o MATTHEW m LOUGHRIDGE, rnusrnn, or

ram-common Ann can sienna. svsrnm Application filedlllovember 22, 1921. Serial No. 516,945.

This invention relates to a train-control system including cab magnetic lines of force to'open or close a circuit. The track device consists of a novel type of track magnet incorppratedwith one of the running rails, where y a close'align'. ment is obtained between the locomotive devices and the track device. This invention also includes a novel type of translating device responsive to the track devices which operates-the cab signal and train control apparatus without the use of relays and without the use of. electrical contacts 0 erated either electrically or mechanically. his invention also includes a novel type of manual release for the brake apparatus when it has become effective to control the train. These, and.

other objects of the present invention are more particularly describedin the following specifications and illustrated inithe' accompanying drawings in which Fig; 1, shows a track plan arranged for the application of this system, Fig.2 shows an arrangement of locomotive wiring for the application ofthis system, Fig. 3 is a detail of the track magnet,-

Fig. 4 is a detail showing the construction of the vacuum tubes which it is proposed to use with this system, Fig. 4* is a detail showing the construction of the brake-valve, Fig. 5

shows a method bffo era'tin'g the speed control' arrangement, :Fig. 6 shows the details of the manual release, and Fi 6 shows a centrifuge used with the marina release.

Heretofore in the application of systems of this kind it-has been common practice to provide relays on' the locomotive responsive to the track devices which relays in turn controlled certain circuits. as necessary for the signals on the locomo'-' tive and has for an object to provide av system rail, introduces com application of the system. The use of relays on a locomotive and particularly on a steam locomotive is undesirable due to the execessive vibrationand the extremes of temperature to which they are subjected and-relays applied under these conditions are dificult to main tain and not always reliable in operation. The same conditions apply in a somewhat lesser degree to contacts operated mechan ically on the locomotive. The present invention seeks to eliminate relays and contacts of signal and train-control system. Instead, of relays, electric translating devices areuse'd having armatures which may assume either 0 two positions.

sents a proceed signal while the other. position repres'ents a caution signal or speed control: 1

These electric translating deyices which are herein termed electric 'flippers' are controlled any kind whatever, while :at the 'sametime -obtaining all the operating results of a-cab- One ofthese positions repreby an arrangement of circuits hereafter to-be described, accordin to the results desired.

No isolated trac ramps or ma provided with this system. Instea ,a'track inductor in the form of a magnetic member with a winding is provided which embodies.

the running rail having a magnetic member laced parallel thereto and on a somewhat higher plane. This always .maintains the. track magnet in alignment with the running and the track .mai fgnet than is possible with an isolated track magnet.

f The application; of this system includes three separate sets-yofi wacuum tube devices v on the locomotive which are res onsive to the track-magnets ne of these evices 1s ar ets are so I aratively little obstrucv tion on the track an "enables a closerair gap to be obtained between the locomotive devices I '90 ranged to give a proceed signal in response to i cab-signal and train-control system as is more fully described in United States Patent #1 ,299,595, issued April 8, 1919.

Referring to the drawings, Fig. 1 represents a portion of track arranged for the application of this system in which 11 and 12 are the running rails, and 13 represents insulated joints dividing this track into blocks A, B and C. Each block is provided with a track batter as indicated at 14 and a track relay as in icated at 15, according to the wellknown track circuit, which is the method used in the present illustration to determine whether the track-is clear or blocked.

,On one side of the track at the entrance to the block is placed the outer member 16 of a track'magnet and on the opposite side of the track is placed the outer member 17 of a track magnet; also, where speed control is used, the outer members of the track magnets, 18, 19iand 20 are applied 'at intervals through theblock. The track magnet included between the member 16 and the rail is magnetized by coil 21, connected by wire 22 to the common wire 23 and by wire 24 through contact 26 of the track relay 15 to the battery 27 so that'when block B is clear the magnet 16- is energized, also the track magnet included between the outer member 17 and the rail is energized by coils 28 connecting on one .side to wire 22, common wire 23 and on the opposite side by wire 29, contact 30 of track relay 15 for block B, wire 31 and contact 26 of track relay 15 for block C to battery 27 so that when blocks B and C are clear, this magnet is energized. The speed control magnets 18, 19 and 20 are energized by coils connecting on one side to the common wire 23 as shown and on the other side by wire 32 to wire 31 and contact 26 of relay 15 to battery 27, so that if block 0 is clear these magnets are energized.

The construction of the track magnet will be understood by referring to the sectional elevation shown in Fig. 3 in which the outer member is represented by the section of T-iron 42 supported by the, pole pieces 41 on the core 43 of the magnet coils 21. When these coils are energized a magnetic field is set up between the rail head 11 and the T-iron 42 which have opposite polarities. The ends of the T-iron are preferably sloped or ramped with the object of offering as little obstruction as possible to apparatus depending from the train.

This invention is shown as using vacuum tube devices for responding to the track magnet. While this is the preferred embodiment of the invention it should be understood that any device or mechanism that will obtain effects on the locomotive whether inductively or by direct contact will operate the system. One type of vacuum tube proposed for this purpose is illustrated in Fig. 4. This consists of a glass tube 44 having metallic a circuit is established through the tube between wires 122 and 123 which may be connected to a battery 101 as shown in Fig. 2. The action of this tube depends upon the ionization of an inert gas which takes place under the combined influence of a voltage applied to the electrodes and a magnetic field and thereby establishes a circuit between the electrodes. This circuit may, therefore, be interrupted by varying the magnetic field. The magnetic field is provided by means of the pole pieces 48 and 49,- which, as shown, have cylindrical openings to enclose the tube.

Theproceed tubes indicated by P and P and shown in Fig. 3, are placed at right angles to'the track and have a long pole 51 aligning with the head of the rail and a short pole 52 aligning with the T-iron of the track magnet. When the track magnet is energized the magnetic lines of force passing through these poles and through the tube,'establish a circuit to 'give a proceed efiect. When, however, the track magnet is not energized this circuit is not established. The arrangement of the stop tube diiiers from the proceed tube by the fact that its magnetism is supplied on the 1000- motive and the track device merely changes the reluctance of the magnetic circuit so as to cause an interruption of the circuit through the tube. 'This will be understood from the illustration showing the permanent magnet 55 applied to the poles 53 and 54 to create a magnetic field in the tube to establish a circuit. These poles are arranged to align with the T-iron of the track magnet and when passing over this iron the magnetic lines of force from the permanent magnet are conducted through poles 53 and 54 and T-iron, instead of through'the tube, thus reducing the magnetic field in the tube and causing an interruption of the circuit. In the application of the speed control tube indicated by T, the poles 56 and 57 are not provided with a yoke ut are provided with energizing coils 58 energized from the battery 52). This leaves an open magnetic circuit which does not create sufficient field to establish the circuit through the tube until these poles align with the T-iron on the track magnet. The T-iron forms a voke for the poles and thereby increases tie magnetic flux through the tube and thus establishes a circuit. The tubes on the left and right sides of the locomotive are identical and have corresponding reference characters. The form of vacuum tube described which responds to a magnetic field has been designated a magnetron. Another form of magnetron applied to a train control system is disclosed in the co-pending application of Holliday, Serial No. 504,436, filed September 30,1921.

It will be noted from the application in objects on the track' When a train runs.

' 42, and therefore, the air gap is very ma ing a magnet 72 and also by the plunger-7 3 conmagnetic yoke 76 and over the stationaryto the rail head, a construction which is pos sible due to the fact thatthis pole may be 'carried over the rail with comparatively little variation. The short air gap thus secured enables a compartively large air gap to be used between the pole 52 and the T-iron 42, thereby increasing the clearance so that a clearance gaugemay slope off on the dotted line indicated-by 50. .This enables the pole 52 to be placed at such a height above the top of the rail asto prevent its conflictingwith over a turnout switch there will be a certain position in which the poles of the stop and speed control tubes will align with one of the running rails. The head of these rails, however, is on a lower plane than the T-iron terially increased, thu's guarding against false operation from this cause. An additional precaution .to meet these conditions can be provided by the use, at these points, of manganese rail which is non-magnetic.

The signal indicator is represented by 62 in the'form of a semaphore arm, operated'by a vertical rod 63 which connects to the walkconnects by link 65 to crank 67 of the left hand electric fli er and the opposite end connects by link dfi) crank 67 of the right hand electric flipper-.. ,These cranks are connected -.to the shafts of the armatures 68 which can move in either direction in the magnetic yokes 69.

71 represents a brake valve controlled by nected by link 74 with the crank mounted on the shaft of the non magnetic' frame 75', carrying the coils 111 and 131 (shown in section in Fig. 2) which inove within the J iron core 77. On the shaft of the frame 75 shown in Fig. 4;

the gear wheel'7'8 is mounted and also the arm with the counter-weight 83.. This wheel meshes with the'pini'on 79 'on theshafi; of motor 80. When this moto r-'is driven the pin 81 moves around to engage the lug '82 on the frame 75 and thereby brings this into position to closethe valve 71 after a predetermined time interval; As soon as the motor is deenergized the counterweight 83 restores the gear wheel 78 to the position- .shown when the action may be repeated for the nexhbperatidn. v I

Details oi'the valve in the brake pipe will be understood from the sectional drawing i "The valve 711 is c'lOSed h the Plung 3 i sed-by t ann arai -d n Iy' cl ed by. th me-7:3 oat ja 2 whenenergizled, acting is :1 vol noid" and hereafter referred to in connect on;with'the operating circuits. l

beam 64. One end of this walking beam was th coils 111 and 131' beingmounted on a nonmagnetic yoke and moving in the field of 6 are not influenced by this magnetic field unless these coils are energized; thus, 76 being energized would not hold vvalve 71 closed without the cooperation of coils 111 or 131 chergized. The iron core 77 reduces the air gap and increases the these coils.

In addition to operating the pinion 79 by the motor 80, this pinion may also be operated manually from the crank 90, operating gear wheel 89, engaging'pinion 88, therebyrotating disk 86 to which the centrifuge 85, isconnected at 87'. WVhen the pinion 88 has been brought up to suflicient speed the arms of the centrifuge are spread out to engage magnetic flux through the member 84, thereby driving pinion 79 A source of direct current energy is provided in the battery 101 to which the common wire 102 connects on one "side and the battery wire 103 connects on the other side. The circuit of theleft stop tube can be traced from'wire 1'03, tube S, wire 104,

1 field coil 105 of 7 6,'wir e 106, field coil- 107 of .69 t 0-'common wire 102.- This energizes the fields of 7 6' and 69 in series. Theproceeds circuit for the left side can be traced from battery wire 103, field coil 121 of 76, wire. 122 1 through tubes P and Pf-in multiplecircuit to wire 124, coil of' armature 68 and'field coil 125 of 69 tofcommon wire 102. This -en-,

ergizes the fields of 76 and 69 and the armature' 68 inseri-es; The-circuit. controlled by the stop tubeatthe ri'ghtside can be traced from battery'wir'e 103,;t'1'ibe' S, wire 108, coil 109 of 69, wire..110, movingcoil 111 and wire 112 to common wire 102, This connects the field coil of =69-on'theright and themoving coil of 7 6 in'seris. The roceed circuit on from wire 103 to the right side can be trace v 13$to tubes P movingqcoil-131,wires 132 an and P in multiple, wires 13 93111135 to coilof armature 68'and to field co 136, connecting to -c(iiin'inon,wire 102. is places the coil 131, *armaturecoil 68, and coil 1% in series. ".Theoperation of this arrangement will be r undeits'tdod by considering" the pro re s-a. l t ia n l e th k 1 I n 4 th 1t liefseetions B and Cilnoccupied so that v gnets 16and 17 arefboth energized.- The circuit 'c oiitrolled lby the tubes S in both s des i r the we eye willbe-interrupted 'dli t h defies .1

pose a rain passes'iov ithetrackmagnets 16. and 1,7

force created by the magnets 55, but the proceed circuits'through the proceed tubes will beestablished on'the cab signal device 131, but coils 121 and 111 are energized, thus maintaining this device in position to hold the brake valve .closed inaccordance with clear track conditions. Suppose now that a train encounters the track magnets 16 and 17' and one of these magnets is deenergized and the other energized. In this case the circuit through the proceed tubes will be established on one side of the locomotive, while the corresponding circuit on the other side will not be established and the circuit from both of the stop tubes; wil1 be interrupted; then only one coil of the speed control device 76 is energized and as the coils 111 and 131 are not mounted on a magnetic frame this device will move according to its bias'to the position to open valve 71; also one of the electric flippers 69 will be deenergized, thus lowering one end of the walking beam 64 and giving a caution indication on signal 62. It will be found that this arrangement applies without regard to which magnet 16 or 17 is energized.

Now suppose a train passes over magnets 16 and 17 when block B is occupied and both these magnets are-deenergized, then the circuit is not established'througheither set of the proceed tubes and the circuit 'throu h both'stoptubes is interrupted. This will eenergize both of the electric flippers controlling the cab signal, permitting the walking beam to move to its lowered positionand giving a stop indication and also will deenergize the speed control device 76 to control the train.

Suppose that a train, after receiving a stop indication as just described, encounters anothersetof track magnets,-similar to 16 and 17 and one of these magnets is energized, then a circuit will be established through one set of the proceed tubes whichwill energize the armature 68 and the field 69 of one of the electric flippers and'thereby bring this arma-' ture into position to raise the walking beam 64 at one end, thus giving a cautlon signal wlthout, however, changing the conditions afiect beam at both ends and thus give a clear indi cation and atthe same time one field coil and one of the moving coils of the speed control device 76 .will be energized to hold the brake valve 71' closed. In the operation of the y the stop tube is energized or it will remain in the position which lowers the walking beam 64 when-the circuit controlled by the stop tube is energized, but it can only be moved to the position to raise the walking beam when-the coil on armature 68 is also energized; that is to say, the circuit con-- trolled by the stop tube Wlll hold this device in whatever position it has been moved to,

but this circuit in itself cannot change the On the other 35 position of the armature 68. hand, the circuit established by the proceed tubes moves this armature'to the position to raise the "walking beam. \Vhe11,therefore, a train passes over the space between the track magnets, thecircuit established by the stop tube maintains the conditions which were established by these magnets until the next magnet is encountered. The, terms, proceed-and stop applied to the tubes responsiv'e to the track devices and to the circuits, are used as a convenient designation in describing the system and are not to be understood as limited to producing the proceed and stop conditions respectively; for instance, the so-ca1led stop circuit actually holds the apparatus in the proceed condition as the train proceeds along the track.

Speed control is obtained by an arrange-- ment which, after a time interval, mech'anically'moves the moving coils carried on the frame 75 into position to close the valve '71. This is secured by a circuit established through the speed contr'pl-tube on each side ofthe locomotive connecting in multiple circuit to the battery wire 103 and by wire 115 to the motor 80, wire 117 to magnet 72 and wire 112 to the common wire'102; T his'energizes' motor 80 in series with magnet 72 during the time these tubes are passing over the outer member of the ramp. The magnet 7 2 holds .valve 71 closed independently of the action of the moving coil on frame 75, so that no brake action takes place during the time a train is passing. the track magnet, whether it is energized or dee'nergized. In this interval the motor 80 speeds up, having the pinion 79 engaging the gear wheel 78 on the shaft of frame 75. As gear 78 .is rotated pin 81 moves aroundto engage lug 82 on frame 75,

thereby mechanically moving the moving coils into positon to close the valve.- These coils are held in this position as soon as the circuit from thestop tubes is reestablished;

that is to say, if a sufficient time interval is consumed in passing a track magnet so that frame 75 into position as shown,

.will remain closed after the train has passed over the track magnet and until another motor 80 may rotate gear 78 to move the magnet is encountered. If, however, the trampasses over the track magnet above a predetermined speed, th1s mechanical action will not be completed and the-valve 71 will thereby, be opened to control the train. When the circuit of motor 80 is deenergized,

gear 78 is restored to the starting position by .ergized, the speed at which it passes over these magnets should be progressively decreased, thereby compelling a reduction in speed as the train proceeds through the block. If, however, any of these track magnets is energized, 'the caution conditions which initiated the speed control are removed, 'a proceed signal is established and the speed control device remains in position to hold valve 71 closed.

After the speed control device has operated to control the train it is usually necessary that this device may be reset so that the train may proceed-slowly through the block and for this amanual release is provided. operat-v ed by the crank 90, as previouslydescribed.

purpose Attention is called to the fact that while in Fig. '1 the track magnets are shown as being energized by direct current obtained from the batteries 27, the magnetic field created by an alternating current used to energize the track magnet coils 21 will also operate this system in 'a manner substantially as described.

Attentionis here called to the fact that this invention includes certain novel features in the construction of the track magnet in the electron tubes responsive to the track devlces; in the translating devices by which the control or signal is made efiective; in the manual-\release andv 'n the combinationand arrangements of elements which constitute the system.v Certain of the claims are directed t. thenovel construction'of these elements and other claims are directed to the system. It should be understood't-hatfin .the system claims where reference is made to the elements of the system, this reference is used in a generic sense unless specifically modified by'thelanguag'e of theclaim. It is apparent-- that theelectron or vacuum tubes respond to the track magnet by means of the magnetic .field created by this magnet and that any ar;

rangement producing a magnetic field will operate the system as the full equivalent of the track magnet.

Havingthus described our invention, we'

claim:

"1. In a railway track, a vethe valve 71 hicle thereon, an elongated magnet on said track, one pole of said magnet-consisting of one rail of said track and the other pole consisting of a ridge placed parallel with said rail, a pulrality of means secured to said rail for supporting said ridge, a plurality of spaced energizing coils between said rid e and theweb of said rail and a device on sa1d vehicle responsive to both poles of said magne 2. In combination, a railway track, a vehicle thereon, an elongated magnet on said track, one pole of said magnet consisting of one rail of said track and the other pole consisting of a ridge placed parallel with said rail, spaced magnet coils having cores bolted to the web of said rail and secured at the opposi te end to said ridge and a device on said vehicle responsive to both poles of said magn'et.

3. In combination, a railway track, a vehicle thereon, an elongated magnet on said track, one pole of said magnet consisting of one rail of said track and the other pole consisting of a ridge placed parallel with said rail, said ridge placed on a higher elevation than said rail'and a device on said vehicle spaced from both poles of said magnet and responsive to said magnet.

4. In combination, a railway track, a vehicle thereon, an elongated magnet on said track, one'pole of said magnet comprising one ra1l ofi-said track, the other pole comprising a ridge having a horizontal and a vertical member ,placedparallel with said rail, a plurality of energizing'coils between the web of said rail and said vertical member and a device on said vehicle responsibe to both poles of said magnet. I

5. In combination, a railway track, a vehicle thereon, an elongated magnet on said track, said magnethaving a pole placed parallel with said track, and on a higher elevation than the trackand a device on said vehicle spaced from and responsive to said' magnet,

said device having poles of diflt'erent lengths tocorrespond with the poles of the track dev1ce.

6. In cornbingtion, a railway track, a vehicle thereon, an elongated magnet on said track, one ole consisting of one rail of said track and t e other pole consisting of a parallel ridge on a higherplane than said track, a

deviceon said vehicle spaced from-both poles of said magnet and responsive to said magnet, said device having poles locatedon diflerent planes to correspond with the elevation of the poles ofsaid track magnet.

7. In combination, a railway track, a, vehicle: thereon, an elongated magnet of said track,- o'ne pole'of :said magnet consisting of one rail of g I 7 ing of a ridge placed parallel with said rail,

a plurality of coils located between said ridge and said real, said coils each having a core sesaid trabk, the other pole consistbrackets-carrying said-ridge.

'8; In combination, a'railway track, a vecured to the web of said rail and supporting 'hicle thereon,-an elongated magnet on said track, one pole consisting of one rail of said f track and the other pole consisting of a ridge than said rail, adevice on said vehicle responsive to said track magnet, saidydevice having poles spaced from said track magnet, one pole aligning with said rail and the other ole aligning with said ridge, the pole alignmg with the rail being closer to the rail than the pole aligning with the ridge, isto the ridge.

10. In combination, a railway track, a vehicle thereon, an elongated magnet on'said track, one pole consisting of the rail of said track and the other pole consisting of a ridge placed parallel with said rail, a device on said vehicle having a pair of poles spaced from said'track magnet, one aligning with said rail and the other aligning with said ridge, said ing said poles.

device forming a path for the lines of force between-said rail and ridge.

I 11. In combination, a railway track, a vehicle thereon, an elongated magnet on said track, one pole comprising the running-rail i of said track, the other pole extending parallel with the running rail and secured thereto andfmeans at intervals between the web of said rail and said parallel pole for energizv. 12;, In a train control system including a 7 track, a vehicle thereon, a device on said track, A 15 a translating device on saidvehicle having an armature capable of taking up a plurality .of-positions operatinga signal device and a field with a plurality of energizing means with independent circuits, one of said circuits positioning said device and the other circuit holding said device in whatever posi-' i 'tion it has taken up and means for controllingsaid circuits from said track device.

'13. In a train control system including a track, a vehicle thereon, a device on said track,

-a translating device on said vehicle, said de- VlCe having a rotatmg armature and a field with a plurality of energizing means, one of saidv means positioning said armature and the other of said means holding said armature when p'osltioned, said energizing means controlled by said track device. I 14. In a train controlsystem including a track, a vehicle thereon, a device on said track, a translating device onsaid vehicle having a rotating armature biased to a definite I 15. Ina .train control system including a track, a vehicle thereon, a device on said track, a translating device on said vehicle having a rotating armature biased to move to a position to control said vehicle, a circuit or moving said armature agamst said bias and an independent circuit creating a flux placed parallel with 'and on a higher plane said circuits controlled by said track device.

16. In a train control system including a track, a vehicle thereon, a device on said track, a translating device on said vehicle-having a field and a rotating armature, a plurality of circuits for energizing said field, said ar mature held in position when either of said field circuits is energized and means for con,- trolling said circuits from said track device.

17. In a train control system including a track, a vehicle thereon, a device on said track, a translating device on said vehicle having a field and a rotating armature, a circuit for energizing said field and said armature and another circuit for energizing said field, said circuits controlled from said. track device.

18. In a train control system including a track, a vehicle thereon, a device on said track, a translating device on said vehicle having a field and a rotating armature; a plurality of circuits for energizing said field and a circuit for energizing said armature,

said circuits controlled. by said track device, said armature biased to a predetermined position and moved against said bias when sald field and armature are energized.

19. In a train control system including a track, a vehicle thereon, a device on said track, a'tran'slating device on said vehicle havinga field and a rotating armature, a plurality of circuits for energizing said fieldand a plurality of circuits for energizing said armature, said armature maintained in a predetermined position when said field and armature are energized, said circuits controlled by said track device.

-j- 20. In a train control system including a field or said armature is deenergized. i 21. In a train control system including atrack, a vehicle thereon. a device on said track, a translating device on said vehicle having a field-and an armature consisting of a moving coil, a plurality of circuits for energizing said armature, said armature'biased to a predetedmined position and held in a position opposed to said bias when said field is energized and said moving coil is energized and means for controlling the circuit ingof one of the running rails and a parallelridge, a vacuum tube device on said vehicle,

a circuit connected to-the electrodes 'o:t said tube, said circuit established when said tube comes under the influence of the magnetic field established between said ridge and rail.

24. In combination, a railway track, a ve-- hicle thereon, a magnetic device on said track, a vacuum tube device on said vehicle, operat ing through the medium of an inert gas, a circuit connected through'the electrodes of: said tube, amagnetic field for said device onsaid vehicle andmeans for deflecting 'said 'field when said device comes under the influence of said magnetic track device. v

25. In combination,-a railwaytrack, 2. vehicle thereon, a margnetic device on said track, a vacuum-'tube device on said vehicle operating through the medium of aninert gas, a circuit connected to the electrodes of said tube,.a ma etic fieldfor said tube on said vehicle an means deflecting said. field -when said tube comes under the influence of said track device whereby the circuit between saidelectrodes is interrupted. 26. In combination, a railway track, avehicle thereon, a ma etic device on said track, a'vacuum tube devlce on said vehicle, operating. through the medium of an inert gas,- a circuit connected to the electrodes of said tube, a magnetic field for said tube established on said vehicle whereby said circuit is main tained and-means for deflecting said magnetic field when said tube device is under the influence of said magnetic track device to inter vrupt said circuit during the passage of said vehicle device over said track device.

27. In combinatifoma railway track, a vehiclethereom-a magnet on said track, one pole "of which consists ofthe running rail and the other pole of which cons'ists of a magnetic ridge, operating through the medium of an inert gas, a circuit connected to the electrodes of said tube, said circuit being closed when sai tube is under the influence of a'ma'gnetic field,

a vacuum tube device on said vehicle;

taming said device 111 the said tube having a pair of poles one aligning with the running rail and the other with the magnetic ridge, the pole aligning with the rail being closer to the rail-than the other pole aligning with the ridge is to the ridge.

28.- In a train controlsystem the combination of a railway track, a vehicle thereon, a device on said'tra'ck, a controlling mechanism on said vehicle means for operating said controlling mechanism from said track device, a centrifuge on said vehicle and means for manually operating said mechanism by said centrifuge.

29. In a train control system, the combina tion of a railway track, a vehicle thereon, a device on said track, a controllingmechanism on said vehicle, means for operating 7 on said vehicle, means for operating said controlling mechanism device for manually releasing said mech a-" nism by rotary motion and automatically resuming the non-releasing position, said device from said track device, a I

operate said release and auto-' device on'said track, a controlling mechanism" requiring an initial movement and being operative from any starting position to operate said release.

. 31. In a train control system the combination of a railway. track, a vehicle thereon, adeviceon said track, a controlling mechanism on said vehicle, having a shaft, means for operating said controllin mechanism from said track device, a centri u'gal clutch associated with said shaft and means for operating said clutch to release said mechanism.

32. In a railway trafiic controlling'system,

I the combination of a railway track, a vehicle thereon, a magnet on said track, .a proceed circuit and a stop circuit on said vehicle, a

translating device with "a magnetic field on said vehicle having a proceed and a stop position and directly connected with saidcircuits and means on thevehicle responding" to said track magnet for controlling said circuits.

"33. In a railwayftrafiic controlling system the combination of a railway track, a vehicle thereon," a magnet-on said track, a proceed circuit and a stop circuit on said vehicle, a

translating'device on said vehicle having a magnetic field energized by said circuits and having a proceed and astop position, said proceed circuit moving'said device into the proceed position and sand stop circuit ma nposition to which it has .been'inoved and means on the v'ehi'cle.

d responsive to said track magnet for contrdlling said 4 proceed circuit.

, ceed circuit, a stop circuit and a speed control circuit on said vehicle, a translating device on said vehicle having a proceed and a.

stop position and a translating device responding to said speed control circuit, means whereby said track magnet establishes said proceed circuit and said speed control circuit and interrupts said stop circuit.

35'. In a railway trafiic controlling system, the combination of a railway track, a vehicle thereon, a magnet on said track, a proceed circuit and a stop circuit on said vehicle, a translating device on said vehicle having" a field energized by said proceed and stop circuits and a rotating armature with a proceed and stop-position, said armature biased to the stop position when said stop circuit is deenergized and moved to theproceed position when said proceed circuit isenergized and held in the proceed position by said stop circuit.

36. In a railway traflic controlling system, the combination of arailway track, a vehicle thereon, a magnet on said track, a proceed circuit and a stop circuit on said vehicle, a translating device on said vehicle having a proceed and a stop position, means for moving said translating device into the proceed position when said track magnet is energized and for moving it into the stop position when said track magnet is deenerglzed and means including said stop circuit for holding it in thestop position.

37. In a railway tra'fiic controlling system, the combination of a railway track, a vehicle thereon, a magnet on said track, a proceedcircuitand a stop circuit on said vehicle, a translating device on said vehicle having a proceed and a stop position and a brake con- 4 trol device on said veh1cle,-sa1d proceed circuit and. said stop circuit energizing said translating device and brake control device in series.

38.1'Ina railway trafiic controlling'system,

the combination of a railway track, a vehicle thereon, a magnet on said track a proceed c1rcu1t and a stop circuit on said vehicle, a translating device on said vehicle having a proceed and a stop position and a brake control device rm said vehicle connected with said circuits, said stop circuit arranged to energize said translating device and brake control device in series.

39. In a railway trat'fic controlling system, the combination of a' railway track, a vehicle thereon, a magnet on each side of said track,

devices on said vehicle cooperating with said track magnets, a proceed circuit and a stop circuit associated with eachof said devices, a brake control device on said vehicle and means whereb the proceed circuit on one side, cooperatlng with the stop circuit on names? the other side, prevents the operation of said brake control device.

40. In a railway trafiic controlling system, the combination of a railway track, a vehicle thereon, a device on each side of said track, a device on each side of said vehicle responding inductively to said track device, a circuit associated with each of said vehicle devices, a translating device on said vehicle having a field and an armature, said field energized by one of said circuits and said armature energized by the other of said circuits.

41. In a railway trafiic controlling system, the combination of a railway track, a vehicle thereon, a device on each side of said track, a device on each side of said vehicle responding inductively 'to said track deViceI'a' brake control device on said vehicle having an armature and an independent field, the circuit for said armature connected to one of said vehicle devices and the circuit for the field connected to the other of said vehicle devices.

42. In a railway trafiic'controlling system, the combination of a railway track, a vehicle thereon, a device on each side of said track, a device on each side of said vehicle responding to said track device, a proceed circuit and a stop circuit associated with each of said vehicle devices,.a brake control device on said vehicle having a field with a plurality of windings and armature with a plurality of windings, one of said field windings con trolled by the stop circuit on one side of said vehicle and one of said armature windings controlled by the proceed circuit on the opposite side of the vehicle.

- 43. In a railway trafiic controlling'system,

vehicle.

44. In a railway trafiic controlling system, the combination of a railway track, a vehicle thereon, a device on each side of said track and a circuit on each side of said vehicle controlled by said track device, a-brake control device on said vehicle having a plurality of field windin s and a plurality of armature windings, sald field windings associated with the circuits on one side of said vehicle and said armature windings associated with the circuits on the opposite side of the vehicle.

45. In a railway trafiic' controlling system, the'combination of a railway track, a vehicle thereon, and a magnet on said track, an inductive device on said vehicle responding to said track magnet, a brake valve onsaid vehicle, a speed control device on said vehicle operating'said brake valve, 'a motor for operating said speed control device and means whereby a circuit is established at eachv track magnet which energizes said motor andbrake valve.

46. In combination, a railway track, a vehicle thereon, a magnet having a pair of poles onsaid track, a magnetic device on said vehicle having poles aligning with the poles of said track magnet and having a clearance air gap between each of the poles of said magnetic device'and the poles of said track magnet, the air gap between one set of said poles independently opera 1e and combinedly controllable for operating train control circuits and-roadside mechanism including a plurality of control means,,one individual to each of the magnetrons for magnetically influencing the same in the movement of the vehicle over the roadway. I 49. In combination, a vehicle control system comprising a railway track, divided into blocks controlled by traflic conditions, devices on said track controlledby said blocks, a vehicle on'said track having a device responsive inductively to said track devices, a translating device controlled by :said responsive device having a proceed and a 'stop position anda controlling device, an electric circuit connecting said responsive device, translating device and controlling device in series and when energized causing-said translating device to move to the proceed position and a second circuit'on saidvehicle responding to said track devices and deenergized, when the block is occupied causing said translating device to move to the stop position. I

50. In combination, a vehicle control mechanism including-a pair of vacuum tube devices of which magneticfields form'controh ling components and roadside mechanismincludin a pair of magnet control means, one indivi ual toeach of the devices for magnetically influencingthesame in the movement of the vehicle over the roadway.

51. In combination, a vehicle. control system comprising a railway track divided into blocks controlled by traflic conditions, devices on the trackway controlled by said blocks, a vehicle on said track having a device inductively responsive to said trackway devices, a translating device controlled by said responslve device having a proceed nation and a stop position, an electro-pneumatic valve, an electric circuit connectin said translating device, and vehicle device in series and when energized, causing said translating device to' move to the proceed position, a second circuit associated with said translating devicehaving an independent connection to said vehicle device and connecting. said vehicle device and electro- Eneumatic valve in series and means where y one of said circuits operates in response to the track devices to cause the translating device to move to the stop position.

52. In combination, a vehicle control system comprising a railway track having devices thereon controlled by traflic conditions,

a vehicle on said track having a device mductively responsive to said devices, a translating device controlled by said responsive device having a proceed and a stop position and an electro-pneumatic valve, an electric circuit connecting said vehicle device, trans-. lating device and electro-pneumatic valve in series and when energized causing said translating device to move to the proceed position, and a second circuit on said vehicle connected to said responsive device responding to said track devices to deenergize said translating device and cause said translating device to move to the stop position.

.53. In a train control system, the combi- I a railway track having magnetic devices thereon, a coil on each of said devices controlled by traflicconditions, a vehicle on said track having a device responsive inducti vely to said track devices, a translating device having a proceed and a stop position and an electro-pneumatic valve, an electric circuit connecting said vehicle responsive device, translating device and electro-pneumatic valve in series and when energized, moving said translating device to the proceed position, and a second circuit on said vehicle connected with said responsive device and arranged to cause said translating device to move to the stop position when the. circuit of said coil is' open. Y

Sign d at New York cit ,in the county of New York, and State of ew York, this 4th day of November, A. D; 1921. MATTHEW H. LOUGHRIDGE.

JOHN S. HOLLIDAY. 

